Traffic actuated signaling apparatus



TRAFFIC ACTUATED SIGNALING APIARATUS Filed Jan. 2, 1941 3 Sheets-Sheet 1A Amara 5 bGneeu GREEN 6 GREEN INVENTOR finger A. Mcox ATTORNEY Aug. 4,1942.

H. A. WILCOX TRAFFIC ACTUATED SIGNALING APPARATUS,

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ATTO RN EY H. A; wu cox TRAFFIC ACTUATED SIGNALING APPARATUS Aug. 4,1942.

' Filed Jan. 2, 194x 3 Sheets-Sheet 5 I'NVENTOR H422) 4. W400) ATTORNEYPatented Aug. 4, 1942 TRAFFIC ACTUATED SIGNALIN APPARATUS Harry A.Wilcox, Norwalk, Conn, assignor to Automatic Signal Corporation,

East Norwalk,

Cnn., a corporation of Delaware Application Januar 2, 1941, Serial No.372,763

9 Claims.

The present invention relates to traflic control apparatus and moreparticularly to apparatus of the traffic actuated type.

Apparatus has in the past been proposed for controlling trafiic right ofway signals and includes a rotary disc timer having pins or keysremovably inserted in holes in the disc which is continuously rotated atconstant speed by a timing motor, of synchronous type for example. Thepins are adapted to actuate a lever, pawl and ratchet arrangement toadvance a camshaft stepby-step through a cycle. Cams on the camshaftcontrol signal circuits for displaying right of way indicationsalternately to main and cross roads.

In this type of controller the cycling of the? camshaft may be kept insynchronism with the rotation of the disc by providing a blank space onthe aforementioned ratchet from which camshaft position advancement ofthe camshaft is accomplished by a special pin in the dial actuatc ing asecond lever, pawl and ratchet arrangement in which the latter ratchethas a single tooth corresponding in position to the blank space on thefirst ratchet. Accordingly it is assured that the camshaft can start offeach cycle of operation only at the point in the dial where the specialpin is located.

Applicants invention contemplates the provision of mechanism in such asignal controller for rendering the signal controller actuatable bytriflic so as to initiate its signal cycle responsive to trafiicactuation. Normally in absence of traffic actuation this mechanismrenders inefiective the operation of the second aforementioned lever,pawl, ratchet combination so that although the disc continues to rotate,the camshaft remains in a resting position where the cams are arrangedto provide right of way indication to the main road. Upon actuation bytraffic of a suitable trafiic detector of any well-known constructionlocated in the cross road, however, the interference with the action ofthe second pawl and ratchet combination is removed and the special pinaforementioned is made effective when next it actuates its cooperatinglever to advance the camshaft one step in its cycle. From this step theother pins are operable to advance the camshaft through the remainder ofits cyclein which right of way is displayed to the cross road and againto the main road, together with suitable intervening right of way changeindicationsand back to its resting position.

In the event of detector actuation by cross road trafiic which has beenunable to pass the intersection during this cycle of the camshaft themechanism again renders effective the second pawl and ratchet andanother cycle of camshaft operation ensues. When, however, a lapse inthe cross road traflic occurs, the interfering mechanism of theinvention prevents the advancing of the camshaft from its main roadright of way resting position by rendering the second pawl and ratchetcombination ineffective.

To provide for cross road traffic units which actuate the detector toolate in the cross road right of way period to cross the intersection aswell as traffic actuating the detector after right of way has revertedto the main road, a memory feature is incorporated which remembers suchtraffic and causes the camshaft subsequently to be advanced from itsresting position and through another cycle of operation.

It is an object of the invention to provide a traffic signal controllerin which a pawl unit is reciprocated adjacent a ratchet at desired timeintervals by keys in a rotating dial in accordance with the selectedspacing of the keys in the dial, and in which the pawl unit is normallyineffective to engage the ratchet as it is reciprocated in absence oftrafiic actuation but is made to engage the ratched to advance astep-by-step signal switch through a signaling cycle responsive to tramcactuation.

It is also an object of the invention to provide a trafiic signalcontroller in which a pawl is reciprocated adjacent a ratchetperiodically by a key in a rotating dial, and in which the pawl isnormally held away from the ratchet as it is reciprocated in absence oftraffic actuation but is made to engage with the ratchet to advance astep-by-step signal switch to initiate a signaling cycle responsive totraffic actuation.

It is another object of the invention to provide a traffic signalcontroller in which keys in a rotating dial reciprocate a double leverand pawl combination adjacent a cooperating double ratchet, with onepawl reciprocated once per dial cycle by one key adjacent a single toothratchet and with the second pawl ieciprocated in engagement with asecond ratchet having a blank tooth position corresponding to the singletooth of the first ratchet by each of the remaining keys to complete thedial cycle, and in which the first pawl is normally held away from itsratchet as it is reciprocated in absence of trafiic actuation but ismade to engage the ratchet responsive to traffic actuation to initiate acycle of operation of a signal switch connected to the ratchet.

It is a further object of the invention to provide a trafiic signalcontroller in which keys in-a rotating dial engage a pawl assembly toreciprocate the latter adjacent a ratchet for advancing-a signal switchstep-by-step through a signaling cycle, and in which improved manualcontrol means is provided to move the pawl assembly out of engagement bysaid pins and to reciprocate the pawl assembly directly in engagementwith the ratchet.

Referring now to the accompanying figures of drawings:

Fig. 1 is a schematic representation of an intersection, traiflc signalsthereat, traflic detectors in one of the roads and a rotating disc typesignal controller embodying mechanism for operating the controllerthrough a signal cycle responsive to actuation of the detectors;

Fig. 2 is a semi-perspective view of the controller of Fig. 1 showing indetail the rotating disc, pins, the lever, pawl and ratchet assemblies,camshaft, vehicle actuated interfering mechanism, and manual controlapparatus for superseding action of the timer disc and governingoperation of the camshaft manually when desired;

Fig. 3 is another view of positions of the equipment represented in Fig.2 except that the special pin for actuating the secondpawl-lever-ratchet combination is shown rotated into lifting engagementwith the levers, and the interfering mechanism, represented herein inthe absence of traffic actuation, is eifective to prevent rotation ofthe camshaft and by preventing the second pawl from engaging the toothof its ratchet;

Fig. 4 is a semi-perspective view of portions of a signal controllerembodying a somewhat different interfering mechanism; and

Fig. 5 is a semi-perspective view of another embodiment of traflicactuated interfering mechanism incorporated in a rotating disc type ofsignal controller, and also disclosing a different manual controlarrangement from that shown in Fig. 2.

Identical parts which are shown in several figures bear the samereference character in each view.

Considering now the embodiment shown in Figures 1, 2 and 3, and withreference particularly to Fig. 1, there is represented the intersectionof main and cross roads having for each road the conventional green,amber and red signals for indicating to trafiic there on right of way,change of right of way, and interruption of right of way respectively inaccordance with customary practice. In or adjacent to the cross roadapproaches to the intersection are located traflic detectors D, D whichmay for example be of the type in which two contact plates are broughtinto contact with each other to close a circuit upon the passage of avehicle. Any other type of detector such as the well known typesemploying magnetic, photoelectric, or sonic principles for example mayof course be substituted.

The timer or controller itself is shown schematically at the right sideand in the lower part of Fig. 1, and the mechanism involving thefeatures of the invention is shown in several forms and more detail inthe partially cut away views in the remaining figures of the drawings.

As indicated in Figs. 1 to 3 inclusive, such a controller includes adisc 20 which is driven at constant speed by a motor M (Fig. 1) throughsuitable gearing (not shown) including the gear member I9 attached tothe rear of and integral with disc 20. Pins or keys 3| inserted inperforations 32 in the disc 20 are arranged when rotated to the top oftheir path of revolution to engage the projection 35 from lever 34 whichis pivoted at shaft 33. The lever carries at its free end the pawl 36,pivotally mounted on the lever at 4|. Normally the pawl 35 rests withits jaw engaging a tooth on the cooperating ratchet 31 mounted on thecamshaft 38, and with its under side resting on the backstop 40.

When as mentioned above one of the pins 3| revolves into engagement withthe projection 35 on lever 34, the lever and pawl 36 are raised upward,against tension in spring 39 until a new tooth on ratchet 31 is engagedby the pawl 36, and upon the subsequent moving of the pin from under theprojection 35 the lever and pawl are instantly brought back to theirposition against the backstop 43 by tension in the spring 39 causing thecamshaft to be revolved one step.

It will be noted that in place of one tooth the ratchet 37 has a blankspace and when this blank space is presented to the pawl 36, the pawl isnot able to advance the ratchet. This is of significance in maintainingthe camshaft and the timing disc in synchronism with each other,synchronization being accomplished by stopping the camshaft in one stepin its cycle, where the blank space on ratchet 37 is presented to pawl36, and then permitting the camshaft to start again only at apredetermined point in the timing disc.

To provide for starting the camshaft from this resting position a secondlever-pawl-ratchet assembly 44, 14, 45 is located alongside of the firstand actuated by a special long pin 30 which unlike the other pins isadapted to engage the projection 75 on the second lever 44 as well asprojection 35. Ratchet 45 has only one tooth, located in a positioncorresponding to that of the blank space on ratchet 31, so that when thelong pin 30 engages the projection on lever 44 it forces upward thelever 34 as well as the lever 44, due to the overlapping arm 43 on lever34.

Pawl 14 engages the tooth on ratchet 45 and when the long pin moves outof engagement with lever 44 tension in spring 39 immediately restoresthe pawls and levers to their normal position against backstop 40causing the camshaft to be advanced one step. Backward movement of thecamshaft is prevented by dead pawl 42 which cooperates with bothratchets.

The resynchronizing of the camshaft and timing dial is of particularsignificance in connection with the traffic actuated operation of thecontroller and with the manual control means which as will be describedmay supersede when desired automatic timing of the camshaft stepby-stepoperation by the timing dial and pins.

Three embodiments of the portions of the control apparatus which renderthe step-by-step sequence switch or camshaft responsive to trafficactuation are disclosed in the present application for example althoughit will be appreciated that still other forms of the mechanism and notshown herein may utilize the eatures of applicants invention.

Referring again to the embodiment shown in Figs. 1 through 3, andparticularly to Fig. 2, it will be noted that the pawl 14 is formed toprovide a shelf or lip at the back of the elbow of the pawl, and overwhich the pin or stop 60 extending from a member 6| may be rotated. Thiselbow is rigid. When the stop 60 is in such a position over the shelf,the normal action of the pawl 14 upon the engagement of lever 44 by thelong pin 30 is altered, so that the jaw of the pawl 14, as shown in Fig.3, is prevented from engaging the tooth on ratchet 45. Accordingly stop60 causes the action of the long pin 30 in raising the lever 44 and pawl14 to be ineffective in advancing the camshaft from the resting positionor step previously described.

Member is tightly fitted to a shaft 62 which is freely journaled inbearings now shown. Also fixed on shaft 62 is member 63 which isconstructed as an armature of a magnet 64 so that when the magnet isenergized the armature 63 is attracted into contact with the end ofmagnet 64 causing the shaft 62 to rotate (clockwise in Figs. 2, 3)through a small arc. This movement is sufiicient to cause member 6| inturn to move the stop 60 from its position over the shelf of pawl 74 andout of the range of movement of pawl 14. Spring 65 attached to member 63acts in opposition to the magnet and ensures that when the magnet isdeenergized the stop 60 will resume its position over the shelf on pawl14 to obstruct the movement thereof as described.

Referring now to Fig. 1 in particular, the manner in which applicantstrafiic actuated timer is arranged for the control of signals at anintersection is disclosed. In the lower left portion of this figure is achart showing the signal indications and cam contacts of the signalcontroller closed in each camshaft position.

In the figure is represented the intersection of the main and crossroads together with suitable signals AG, AY and AR for indicating greenor go yellow or change and red or stop respectively to the traflic onthe main road, and corresponding signals BG, BY and BR for the crossroad traflic. Detectors D, D of any suitable construction for closing acircuit momentarily upon the passage of a vehicle near or across themare located in the cross road approaches to the intersection and areconnected in parallel with each other to energize when actuated themagnet 64.

The camshaft is represented at the right side of the figure by theVertical broken line and carries on it ratches 31, 45 and cams 2|-2|which operate circuits through contacts Assume that the camshaft isstanding in its rest position (as shown) from which it may be advancedonly by action of the pawl 14. This position will be referred to as theartery (main road) green resting position or position I. In thisposition a circuit is completed from plus side of power supply throughcontact I4, wire 16, main road green signal AG, wire 19 to minus side ofpower, and also from plus via contact l3, wire 84 through cross road redsignal BR and via wire 85 to minus power.

It will be appreciated that although the timing disc 20 and pins 30, 3|will be continuously revolved by motor M, the camshaft will remain inposition I in the absence of traffic actuation of detectors D, D, thuscausing the AG and BR signals to be displayed. Operation of lever 34 andpawl 35 by pins 3| is ineffective to advance the camshaft, as pointedout on account of the blank space on ratchet 31 which is presented tothe pawl in this position. Furthermore long pin 35 which actuates lever44 and pawl 14 once in each camshaft since the stop 60 will assume theposition shown over the shelf on pawl 14 by tension in spring 65 in theabsence of traffic actuation, thus interfering with the normal freeaction of pawl 14 and preventing the pawl from engaging the tooth onratchet 45.

Upon trafiic actuation of a detector a cycle of camshaft operation isinitiated by energization of magnet 64 by a circuit from plus powerthrough the coil of magnet 64, wires 86, 81, detector D, for example,wires 88, 89 to minus power. A holding circuit for the magnet 64paralleling the circuit through the detectors extends from plus powerthrough the magnet, make contact pair 90 closed when the magnet isenergized, cam contacts wire 9| to minus power, maintains the magnetenergized following detector actuation.

Armature 63 is attracted by the magnet against tension in spring 65 andcauses the shaft to rotate counterclockwise a few degrees imparting aslight displacement to. member 6| and stop 60 which is moved off theshelf on pawl 14. The next actuation of lever 44 by long pin 30accordingly is effective to lift pawls 34 and 14, of which the latternow free of interference, engages the tooth on ratchet 45. When the pin30 passes from under projection 15 pawl 14 under tension in spring 39advances the camshaft one twelfth of a revolution in a clockwisedirection to position 2. The mechanism may be arranged for clockwisemovement of the member 6| by energizing magnet 64 as in Figs. 2 and 3 orfor counterclockwise movement as in the simplified diagram of. Fig. 1.

Although the camshaft shown is represented as having twelve positions,one having a somewhat greater or lesser number may be substituted with acorresponding change in the number of pins 3| in dial 20. It will benoted that the eleven pins 3| and the long special pin 39 which operatesboth levers 34 and 44 together provide the .twelve actuations for thecamshaft cycle. Normally one cycle of camshaft 38 provides one completetraffic signal cycle including five steps comprising a green signal forone street, an amber signal period for that street, five stepscomprising a green signal for the intersecting street and an ambersignal for the latter street. Many types of signal cycles in use,however, have more than four signal periods, as for example thoseemploying two successive amber or change periods for each street, andthose providing green signal periods for more than two separatetraflicmovements. The present equipment is readily adapted to provide suchcycles by allotting fewer camshaft steps to the green signal periods,thus making available steps to care for such additional periods withoutreconstructing the camshaft, or ratchets, or making other radicaldepartures.

The camshaft having now been advanced into position 2, the main roadgreen signal AG is extinguished by the breaking of contacts l4 by cam 24and the main road amber signal AY is energized by a circuit from pluspower through contacts l5, which are closed by cam 25, wire 11, signalAY, wire 19 to minus power. The portion of the timing cycle in which theamber signal is displayed is determined by the angular distance fromlong pin 30 to the first one of pins 3| which is next to actuate itsco-operating lever 34. When this first pin 3| actuates projection 15 onlever 34 the pawl 35 engages a tooth on ratchet.

is completed from plus power through cam contacts I6, wire 18, ARsignal, wire 79 to minus power and through cam contacts wire 80, BGsignal, wire 8| to minus power. Traffic on the cross road whichinitiated the cycle of camshaft operation by actuation of the detector Dor D is permitted to cross the intersection.

The next pin 3| to be rotated by the disc 2|) into engagement withprojection 15 on lever 34 causes the camshaft to be advanced fromposition 3 to position 4 by action of pawl 35 in the manner previouslydescribed. As the embodiment disclosed provides a plurality of crossroad green signal positions it will be noted from the chart in Fig. 1that the same signal indications are continued in position 4 and also inthe following positions 5, 6 and Successive operations of lever 34 bysuccessive pins each advance the camshaft one step.

To deenergize magnet 94, which was energized by the initiating detectoractuation, the hold-in circuit for the magnet through its contacts 90cam contacts wire 9| to minus power is broken at contacts by the cam 21in all positions of the cross road green signal except the last, that isin positions 4, and 6. In order to ensure that vehicles crossing thedetectors D, D, in the final portion of the cross street green periodtoo late to cross the intersection will initiate another cycle of thecamshaft to enable them to cross, the hold-in circuitcontacts H areagain closed in position I, the last cross road green period. Magnet 64may therefore be locked-in again through the hold-in circuit in positionI and subsequent periods as indicated in the cam chart in Fig. 1 for cam21.

When the camshaft 38 reaches position 8 the cross road green signal BGis extinguished by the opening of contacts II, and by the closure 01contacts l2 circuit is completed from plus power via contacts l2 wire 82cross road amber signal BY, wire 83 to minus power.

The next actuating pin 3| which operates lever 34 causes the camshaft tobe advanced to position 9, the first of five main road green signalpositions. Contacts l2, I6 are opened by cams 22 and 26 extinguishingthe BY and AR. signals and cams 23 and 24 operate to complete circuitsfor energizing the AG and BR signals. These circuits extend from pluspower through contacts |3 wire 84 signal BR, wire 85 to minus power, andthrough contacts l4 wire 15, signal AG, wire 79 to minus power.

When successive actuations of the pins 3| have advanced the camshaft 38into position I, the main road green resting position the camshaft cycleof operation is completed and the camshaft will remain thereafter inthis position until the magnet 64 is energized and special pin 39actuates lever 44.

To provide for manual operation of the signals stepping of the camshaftmay be rendered independent of the automatic timing by dial 20 and ofthe trafiic actuated mechanism by turning clockwise the button 92 (Fig.2) which projects from the end of flexible cable 93 enclosed in sheath94. The upper end of cable 93 is fitted to a shaft 95 which slides inthe slotted collar 96, and a pin 9'! fitted to the shaft 95 moves in theslot 93 and guides the motion of the shaft and cable.

When the button 92 is turned clockwise the .pin 91 moves across thelower or slanted portion of the slot 98 and permits vertical movement ofthe shaft 95 if the button 92 now be pressed.

Mounted in a swivel fitting at the top of shaft is a horizontal barmember 99 which is capable of moving up and down upon correspondingmovements of the button but is prevented from horizontal movements bythe guiding slot in plate |00 into which one end of the bar 99 isfitted.

As the button 92 is rotated sufficient vertical movement of the shaft isintroduced by the pin 91 travelling in the slanted portion of slot 98 toraise the bar slightly. The bar 99 bears against a cam-shaped edge ofmember 6| forcing the member 6| to move slightly clockwise and causesthe stop 60 to be displaced from over the shelf on pawl 14. Bar 99 alsobears against the bottoms of pawls 36 and 14 raising them and theirassociated lever arms out of range of the actuating pins 30 and 3|. Thecamshaft accordingly remains in the position into which it was lastmoved. Advancement of the camshaft one posi tion is accomplishedmanually by pressing the button 92 and allowing it to snap back to aposition where the pin 91 is at the bottom of the vertical portion ofslot 98.

This action causes the bar 99 to rise extending spring 39 forcing bothpawls 36 and I4 into engagement with the next teeth in their respectiveratchets and then by tension in the extended spring 39 to return thepawls and horizontal bar 99 to the normal manual position justdescribed.

It will be appreciated that where a number of intersections along a mainroad are provided with signal controllers of the disclosed type in whichthe constant speed disc in each is driven by a self-starting synchronoustype motor coordinated operation of the several controllers in desiredtime phase may be produced by setting the special pins 30 and theremaining cycle pins in the several controllers in the desiredrelationship. Transfer of right of way from the main road in response tocross road traffic actuation at all the intersections therefore occursonly in accord with a predetermined plan, preferably arranged to providea minimum of stopping of main road trafilc.

An alternate embodiment of the mechanism which permits the camshaft tobe advanced from its resting position responsive to trafiic actuation isshown in Fig. 4. In the embodiments of Figs. 4 and 5 the camshaft,ratchets, pawls, rotating disc and pins all may preferably take the sameform as shown in Figs. 1, 2 and 3. In the arrangement of Fig. 4,however, the magnet 64 is located above the camshaft 38 and ratchet 45and its cooperating armature 19 is provided with a rearwardlyvprojecting extension which serves as a stop in conjunction with thepawl 14. When the magnet 64 is de-energized and the armature 19 is movedto its back position by tension in spring 12.

Actuation of lever 44 by the long pin 39 which raises lever 44 and pawl14 causes the upper 'part of the pawl 14 to bear against the end surfaceof the stop H, as shown in Fig. 4, preventing the pawl from engaging thetooth on ratchet 45. Energization of the magnet 64 by traific actuationof a detector moves the armature l0 and stop out of the position wherethe latter interferes with the action of the pawl 14; and accordinglyactuation of the lever 44 and pawl 14 by special pin 30 while the magnetis energized permits the ratchet 45 and camshaft 38 to be advanced fromthe rest position to commence a complete cycle of operation as describedin connection with the previous embodiment.

A still further embodiment of the invention is disclosed in Fig. 5. Thisform of the'mechanism for interfering with the action of pawl I4 and'ratchet 45 to prevent movement of the camshaft from the resting positionexcept in response to trafiic actuation also permits the incorporationin the apparatus of a manual control arrangement, which is shown to beof a different type from that of Fig. 2.

Parallel to the camshaft and to the side of the camshaft over the elbow'of the pawls 35 and I4 a fixed shaft IOI is mounted. A sleeve I02 ispositioned on the shaft and is capable of being rotated thereon througha small angle by action of a lever I03 attached to the rear end of thesleeve. The lever I03 is in turn operated through a linkage I04 by thearmature I05 of a solenoid I06. The solenoid is energized momentarily byactuation of the cross road detector with which it is connected inseries between the power supply leads.

Mounted on the sleeve I02 near the front end of the sleeve and slidablykeyed to a slot therein is a second sleeve I01. The sleeve I! has fixedto its forward end a member I08 having a key I09 which slides in theslot of sleeve I02 and carrying at its lower end the stop or pin IIO.When the solenoid armature I is in its outermost position the linkagearrangement causes the stop IIO to be positioned over the shelf forminga part of the pawl I4 where it interferes with the action of the pawl toprevent engagement with the tooth on ratchet 45 and prevents rotation ofthe camshaft 38.

A detector actuation which momentarily energizes the solenoid I 06causes the armature I05 to be drawn into the solenoid coil. Through thelink I04 the lever I03 isrotated and rotates sleeve I02 and shaft IOIthrough a small angle and displaces the stop IIO outward from itsposition over the shelf of pawl I4 to a new position is entirely free ofinterference with the pawl. next subsequent actuation of lever 44 by thelong pin in disc 20 is therefore effective to advance the camshaft onestep in the manner previously described.

As the camshaft is revolved through the cross road green positions camII'I bears upward against lever I03 so that in the final position ofcross road green the armature I05 is returned to its normal outermostposition and after the cam has revolved to clear the lever I 03 thearmature I05 is capable of responding to traffic actuations in suchfinal cross road green position to cause a further cycle of camshaftoperation. In the absence of such an actuation, however, the armaturewill remain in its outermost position with stop I I0 in position overpawl I4 to prevent recycling of the camshaft from the rest position. Aspring detent H2 projects from an extension of lever I03 and cooperateswith a pair of depressions I I3 in the rear support plate H4 to permitrotation of the sleeve assembly only by positive torque on lever I03 andnot by vibration of the control equipment. The detent serves to hold thelever I03 and sleeve I02 with stop H0 in its inner position blocking thepawl I4 until positively operated to its outer position of stop IIO freeof the pawl by armature I05, and then holds the lever and sleeve withstop H0 in its outer position until positively operated to its innerposition by cam I I I. 7

To provide for manual operation of the signals in the Fig. 5construction the handle 50 is turned approximately one third of arevolution clockwise to a manual position causing the irregularly shapedcam 52 at the rear end of shaft 5I to rotate.

Pin 53 on the cam moves in the horizontal slot 1 in lever arm 54 andserves as a crank to raise lever 54. The rearwardly slanted tip of lever54 bears on a curved surface forming a part of the member I I5 which isrigidly fiXed to the rear end of the sleeve I07. The curved surface isadapted to bear against the tip of lever 54 in .all positions assumed bythe sleeve, linkage and armature assembly. An arm 55 of lever 54simultaneously bears against the bottoms of pawls 36 and I4 raising themand their associated lever arms out of range of pins 30 and 3| in thisnormal manual position.

As the handle 50 is turned to the normal manual position lever 54 risesand forces member H5 and member I00 joined thereto by sleeve I0'Ibackward along the sleeve I02 against tension in the coil spring H6.This action also causes the pin or stop IIO to move backward so that ifthe stop was resting in a position of interference over pawl 14 it ismoved clear of the pawl I4.

Advancement of the camshaft is accomplished by turning the handle 50 anadditional partial clockwise revolution and then allowing it to snapback to the normal position. This action causes lever 54 to moveslightly higher raising both pawls 36 and 1.4 (now clear of interferencefrom stop H0) into engagement with the next teeth in their respectiveratchets and then by tension in spring 39 to return the pawls to thenormal manual position just described, thus advancing the camshaft.

The fiat spring 58 supported by pins 59 bears against the edge of cam 52which is shaped so as to cause the manual handle 50 to rest normally ineither manual or automatic positions.

In summary it will be seen from the foregoing that applicants inventionrelates to traffic signal control apparatus for operation through acycle of signal indications to intersecting roads by pins removablyinserted near the periphery of a constant speed rotating disc and tomechanism for rendering such operation of the camshaft responsive totrafllc actuation of a detector located in one of the roads. Thecontroller employs as a linkage between the camshaft and the drivingdisc dual lever, pawl and ratchet combinations actuated by the discpins, and the dual combinations also function to maintain the cyclicstepby-step camshaft in step with the rotating dial. The trafiicresponsive mechanism normally serves in the absence of traflic actuationto interfere with the action of one of the lever, pawl and ratchetcombinations to maintain the camshaft in a. resting position but uponactuation such interference is removed to permit the advancement of thecamshaft through a cycle of operation by the disc and pins. Moreover thesynchronization of the camshaft operation and the constant speedrotating disc ensures in installations at a plurality of relatedintersections, at which the dials in each maintain the same time cycleby synchronous motors for example, that cycles of signal operation bythe camshafts at i by a partial clockwise revolution of the button.

In the m'anual'position the automatic timing'by the dial and the trafficactuated mechanism are rendered ineffective although operation of thedial continues unaffected. Successive pressing and releasing of thebutton in the manual position advances the camshaft step-by-step throughits cycle, and upon return of the button to the automatic position thesecond pawl and ratchet combination resynchronizes the camshaft andtiming dial before a single full dial cycle elapses. With applicantsnovel manual control it is not necessary for the operator to open thecontrol case or touch the control mechanism since both the switchingfrom manual to automatic operation or vice versa and manual stepping ofthe camshaft can all be achieved by manipulation of the button at theend of the flexible cable.

An alternate form of manual control employs a handle and levercombination directly connected with the controller for interrupting thetraific actuated and dial control of the signal camshaft and for directratcheting of the latter.

It will be understood that many changes in the form, arrangement andcharacter of the various parts may be altered without departing from thespirit of the invention. For example dial 20 and its driving gear l9might be combined into a single part instead of being separate discsfixed together as shown. Or in lieu of the bent-over arm portion 43 oflever 34 a separate return spring for lever 44 might be added orsubstituted. A pin might be fixedly mounted on the rear of gear l9 andadapted by a crank at its end to actuate the projection from lever 44without engaging the projection from lever 34, in lieu of the long pin30 if desired.

Still other changes may be adopted from the embodiments shown withoutdeparting from the spirit of the invention as defined in the followingclaims:

I claim:

1. In a traific signal controller having a stepby-step rotary signalswitch operable through a cycle of a plurality of right of way signalindications, a ratchet on said switch, a rotating dial and a keytherein, and a pawl reciprocated periodically adjacent said ratchet bysaid key as said dial rotates, traffic actuated control means for saidpawl to keep said pawl out of engagement with said ratchet as it isreciprocated in absence of traffic actuation and to bring said pawl intoengagement with said ratchet to initiate a cycle of operation of saidsignal switch responsive to traffic actuation whereby a right of waysignaling period will be accorded to the actuating trafiic.

2. In a traffic signal controller having a stepby-step rotary signalswitch operable through a cycle of a plurality of right of way signalindications, a ratchet on said switch, a rotating dial and a keytherein, and a pawl reciprocated periodically adjacent said ratchet bysaid key as said dial rotates, means for guiding said pawl selectivelyin and out of engagement with the ratchet as it is reciprocated, andtraflic actuated control means for operating said guide means to keepsaid pawl out of engagement with said ratchet as it is reciprocated inabsence of traffic actuation and to bring said pawl into engagement withsaid ratchet to initiate a cycle of operation of said signal switchresponsive to traffic actuation whereby a right of way signaling periodwill be accorded to the actuating traflic.

3. In a trafiic signal controller having a stepby-step rotary signalswitch operable through a cycle of a plurality of right of way signalindications, complementary ratchet wheels on said switch one wheelhaving one tooth corresponding to one right of way signal indication ofthe cycle and the other wheel having teeth corresponding to all otherindications except said one right of way indication, a rotating dial andkeys adjustably spaced therein, a pawl reciprocated adjacent the firstratchet wheel by one of said keys as said dial rotates, a second pawlreciprocated in engagement with the second ratchet wheel as the dialrotates, traflic actuated control means for the first pawl to keep saidfirst pawl disengaged from its ratchet as it is reciprocated in absenceof trafiic actuation and to bring said first pawl into engagement withits ratchet to initiate a cycle of operation of said signal switchresponsive to trafiic actuation.

4. In a traffic signaling system for interfering traflic lanes havingtraffic actuated means in one of said lanes and a step-by-step rotarysignal switch operable through a cycle of right of way signalingindications for the respective lanes a ratchet connected with saidsignal switch, a rotary dial and a pin placed in selected angularposition therein with respect to the axis of the dial, a pawlreciprocated periodically adjacent the ratchet by said pin as said dialrotates, means for normally maintaining said pawl disengaged from saidratchet as it is reciprocated in absence of actuation of the trafiicactuated means and for releasing said pawl for engagement with saidratchet to initiate a cycle of operation of the signal switch at thenext reciprocation in response to actuation of the traffic actuatedmeans.

5. In a traffic signal control system for intersecting roads havingtraific actuated means in one of the roads, -a rotating timing dial,pins ad justably spaced in the dial, a rotary step-by-step signal switchoperable through a cycle for signaling right of way to the respectiveroads, dual lever, pawl and ratchet combinations actuated by the pins asthe dial rotates for advancing the signal switch step by step in itscycle, means normally interfering with one of said combinations in onestep of the signal switch in which right of way is signaled to anotherof said roads to deflect its pawl from its ratchet to prevent saidcombination from advancing the signal switch from said one step, andmeans responsive to actuation of the traffic actuated means to renderinefiective the last mentioned means so as to advance said signal switchthrough one cycle of operation by said combinations.

6. In a traflic signal control system for intersecting roads havingsignals for indicating right of way on the roads, trafiic actuated meansin one of the roads, a rotary step by step signal switch capable ofoperation through a right of way signaling cycle for the respectiveroads, a rotating timing dial, pins adjustably spaced in said dial, pawland ratchet means actuated by said pins for advancing the signal switchthrough all except one step in its cycle, a second pawl and ratchetmeans actuatable by a pin in said dial for advancing the signal switchfrom said one step, means normally deflecting said second pawl from itsratchet as it is so actuated, and means responsive to actuation of thetrafiic actuated means to remove said deflecting means from said secondpawl to permit said switching means to be advanced from said camshaftstep by said second pawl and ratchet means to initiate a cycle of thesignal switch.

7. A traific signal controller as in claim 1 in which the traflicactuated control means includes an armature bearing against the pawl tokeep the pawl away from the ratchet and electromagnetic meansenergizable by traific actuation to move said armature to release thepawl into engagement with said ratchet.

8. A trafiic signal controller as in claim 1 in which the trafficactuated control means includes an armature bearing against the pawl tokeep the pawl away from the ratchet and electromagnetic meansenergizable by trafic actuation to move said armature to release thepawl into engagement with said ratchet, a locking circuit for saidelectromagnetic means to maintain the latter energized after trafiicactuation and including a connection with the signal switch to releasethe electromagnetic means upon accord of right of way to said actuatingtrafiic in the signal cycle.

9. A traflic signal controller as in claim 1 in which the trafficactuated control means includes an armature bearing against the pawl tokeep the pawl away from the ratchet and electromagnetic meansenergizable by traffic actuation to move said armature to release thepawl into engagement with said ratchet, a detent for holding saidarmature in position releasing the pawl when moved to such position anda cam on the signal switch for releasing said detent and returning saidarmature to its position bearing against said pawl upon accord of rightof Way to said actuating traffic in the signal cycle.

HARRY A. WILCO-X.

